Brake.



No. 647,844. Patented Apr. I7, I900.

A. KHULODKOVSK'Y. v

BRAKE.

(Application fllgd Oct. 18, 1898.) U40 Model.) 4 Sheets-Shee I.

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No. 647,844. Patented Apr. l 7, I900.

A. KHOLODKDVSKY.

BRAKE.

(Application fi1e d Oct, 18, 1's9s. (No Model.) 4 Sheets-Sheet 2.

THE nonms PETERS ca, muwilma, wumuomn. n c.

No. 647,844. I Patented A r; 17, 1900.

A. xnomnxovsxv.

BRAKE.

(Application fined Oct. 18, 189B.) (No Model.) 4 Sheets-Sheet a.

a I A770RNE rs m: man's FUCHS co, moroumoq wAsulyn ou. 9. c.

No. 647,844. Patented Apr. 17, I900. A. KHULODKDVSKY.

BBAKE.

(Application filed Oct. 18, 189B.) (No Model.) 4' Sheets-Sheet 4.

V IN YEN 70R WITNESSES."

ATTORNEYS NrTED STATES v PATENT OFFICE.

ANDRE KHOLODKOVSKY, OF KISHINEV, RUSSIA.

BRAKE.

SPECIFICATION forming parrot Letters Patent No. 647,844, dated April 17,1900. Application filed October 18-, 1898. Serial No. 693,908. (NdmodelJTo all whom it may concern:

Be it known that I, ANDRE KHOLODKOVSKY, a subject of the Emperor ofRussia, residing at Kishinev, Russia, have invented new and usefulImprovements in Brakes, of which the following is a specification.

My invention relates to the brake mechanism of railway carriages and thelike, and has as its main object to allow of converting ordinaryvacuum-brakes into automatic vacuumbrakes; and to this end myinventionconsists in certain features of construction and constructions ofdevices, as will be hereinafter more fully described, and particularlypointed out in the appended claims.

In the accompanying drawings, Figure 1 is a side elevation of alocomotive provided with a general arrangement of ordinary vacuumbrakesconverted into automatic vacuumbrakes according to my invention; Fig. 2,a side elevation of the locomotive-tender and the cars, showing thepipes and vacuum-cylinders upon this part of the rolling-stock.

Fig. 3 is a plan view of the general arrangement upon the locomotive.Fig. 4 is a plan view of the general arrangement upon thelocomotive-tender and upon the cars. Fig. 5 is a section of a specialvacuum-cylinder constructed according to my invention. Fig. 6 is asectional view of a double valve which is combined with the specialvacuum-cylinder just referred to. Fig. 7 is a horizontal section, andFig. 8 a vertical section, of the said double valve, showing one of thevalves open and the other valve closed. Fig. 9 is a detail view of theoperating-lever of the air-ejector.

In the accompanying drawings, 1 represents an air-ejector of ordinaryconstruction mounted upon the locomotive-boiler.

2 is the steam-pipe of the said air-ejector, connected to thesteam-chamber of the locomotive.

3 is the air-pipe of the said air-ejector, extending along thelocomotive and connected upon the tender with an air-pipe 4, Fig. 2,extending the whole length of the train, and connected by means of pipes5 to vacuumcylinders or elastic vessels 6, of well-known construction,acting directly upon the brakelevers 7 in order to apply the brakes whena vacuum is produced in thesaid elastic vessels by means of theair-ejector 1. In the annexed drawings, Fig. 3, another pipe 3 5 isconnected to the ejector 1 and directly to the vacuum-cylinders 6 of thelocomotive and of the tender in order to enable the action of the brakeson the locomotive and tender to be independent of the brake-pipe 3 4,leading to the brake-cylinders placed on each car of the train, whichbrake-cylinders are not illustrated on the drawings, but are quiteidentical to the brake-cylinders 6, placed on the locomotive and on thetender.

8 represents levers connected to the stopvalve 9 of the air-ejector 1and to the actuating-lever 10 of the air-ejector.

The hereinbefore-described arrangement is the ordinary arrangement ofvacuum-brake.

When the brakes are released, the valve 9 is closed and the air-ejectorstopped, the atmospheric air admitted in the pipe 3 through theair-ejector 1 acting in the elastic vessels 6 to maintain the lever 7 ina lower position corresponding to the releasing of the brakes.

When it is desired to apply the brakes, the

driver moves the lever 10 in order to bring it into the position 10,(shown in Fig. 9 in dotted line,) so as to open the valve 9, therebystarting the air-ejector 1, which, exhausting air from the pipe 3 andfrom the vacuum-cylinders 6, causes the diaphragm or piston (ofwell-known construction) of these cylinders to be raised together withthe lever 7, which applies the brakes in the ordinary manner.

According to my invention for converting ordinary or non-automaticvacuum-brakes of this kind into automatic vacuum-brakes I arrange uponthe locomotive in proximity to the drivers cabin a specialvacuum-cylinder 11, divided into an upper and a lower chamber 12 13,Fig. 5. The lower chamber 13 is formed of two parts 14. 15, betweenwhich is fixed a cup 16 of porous material, traversed bya rod 17, fixedto the bottom of the cup 16 by means of washers 18 and a nut 19, onwhich rests a spring 20, surrounding the rod 17. The said rod 17 carriesat its upper end a piston 21, which in the position shown on Fig. 5closes all communication between the upper and lower chambers 12 13. Theupper chamber 12 of the vacuum-cylinder 11 is connected by a pipe 22 tothe usual general pipe 3,. connected to a pipe 4, extending the wholelength of the train, this latter pipe leading to or brake pipe 3 4.

1 cylinder 11.

I brake-actuating cylinders placed on each car and not shown on thedrawings, but similar tothe brake-actuating cylinders 6 on the 10-comotive and tender.

shown separately in Figs. 6, 7, and 8. This provided with a valve 26 27,guided in crosspieces 28 and kept to itsseat bya spring 29. The twovalves 26 27 can be both kept open This key 30 is provided with a stem30 fitted with two cams 31 32,'arranged to'each other insuch a mannerthat, according to the position of the key 3O, the two valves 26 27 canbe both kept open simultaneously or one, 27, can be kept closed and theother, 26,0pen, as shown clearly in Figs. 7 and 8.

33 is a pipe connecting the lower chamber 13 of the cylinder 11 with thegeneral pipe 3 and its extension 4.

34 is a pipe connected to the said pipe 33, and extending the Wholelength of'the train, like the general pipe 3 4.

35 is a cock placed on the pipe 33 between the pipe 34 (which will becalled hereinafter the supplementary pipe) and the general 36 isa cockplaced on the general or brake pipe 3 before its connection with thepipe 4 and after its connection with the pipe 33.

37 is a bell-crank lever connected to the lower end of the rod 17,extending out of the This lever is pivotally mounted at 38 and connectedwith its arm 39, Fig. 9, to a short wire 40, attached to theoperatinglever 10 of theair-ejector 1, Figs. 1 and 9, by

means of a slotted bar 41 and of a spring-actuated pawl 42, engaging theteeth on a segment 4 2 ,adapted to fix the actuating-lever 10 in a givenposition byaid of the saidpawl.

The mechanism acts in the followingmanner: Let us suppose the brakeshave just i been applied manually by the driver having started theair-ej ector 1. r This operation may be easily effected, the wireconnection 40 allowing the displacement of the lever lOwithout actingupon thelever 37 and the rod 17 of the vacuum-cylinder. In order torelease the brakes, the driver closes the valve 9 by means of thehand-lever 10, which is placed,there fore, in the position shown inFigs. 1 and 9. Now in order to set the system ready for operation thedriver closes the cock 36 and opens the cook 35, and then by startingagain the ejector 1 in bringing thelever 10 in the position 10 (shown indotted line, Fig. 9) he exhausts the air from so much of the pipe 3 asextends forward of the cook 36, and as this section of. the pipe 3 isconnected with the pipe 22 directly the air will be exhausted from thepipe 22 and the upper chamber 12 of the vacuum-:

cylinder 11, the valve 27, which is the lower one and opens downwardlyin the direction of the arrow 43, Fig. 1', falling from its seat by thesuction, while the valve 26 is held ofi of its seat, in the direction ofthe arrow'44, Fig.

23 is a double valve on the pipe 22and is 11, by the cam 31 of the key30.. The air is also. exhausted from the pipe 33 and the auxiliary pipe34 by way of the cook 35, and the pipe 33 connecting with the chamber 13the air is exhausted from there also. The cock 35 is then closed and thecock 36 is opened and the air-ejectorstopped. The brakes are kept oft orfree from the wheels, the air having not been exhausted from the pipe 4and being again admitted in the pipe 3. This air flowing up the pipe 22closes automatically the valve 27. The brakes are thus released andready to be operated automatically upon any accident to the auxiliarypipe 340r, upon the reduction of pressure inthe pipes 3 4, caused by theengine-driver when by acting manually upon the actuating-lever 10 heapplies the brakes manually. If air is admitted to the pipe 34 upon anyaccident, it will flow by pipe 33 into chamber 13, and thus forcethe-piston 21 up to operate the rod 17, and thus through the connection.37 40'will operate, the ejector 1, which, starting, will exhaust theair from the pipes 3 and 4 and cause the brakes to be applied in thewell-known manner.- The brakes having been operated automatically inthis manner the driver, in order to release them again, has only to stopthe ejector, which operation maybe easily eifected by setting the lever10 again in the position shownin Fig. 1 and turning the key 30 of thedouble valve 23 in the position shown in Fig. 6, so as to allow theentrance of the air in the chamber 12 of the vacuum-cylinder 11. Inorderto set the system ready" again to operate automatically, the firstoperation hereinbefore described mustbe repeated-in other words, thecook 36 must be closed, the cook 35 opened, the key of the valve 23turned so as to open the valve 26 and to close the valve 27, and theejector started in order to exhaust the air from the pipes 34 33 22 andfrom the chambers 12 and 13 of the vacuumcylinder 11.

It will be observed that the elastic cup 16 in the vacuum-cylinder 11 isonly provided in order to guide more easily the rod 17 of the piston 21and to serve as a bearing for the washers 18, upon which rests thespring 20. This cup might be dispensed with in the case of using a rod17 suflicientlystrong.

I am aware that means for starting auto= matically the air-ejector ofvacuum-brakes have already been used; but it will be observed that noone of these arrangements has ever been allo'wed'to apply the brakesautomatically from each of thecars of a train by means of a singleapparatus placed upon the locomotive. It will befurther observed thatwith my arrangement all storing-reservoirs and valve arrangement uponthe cars may be dispensed with, the action of the air-ejector actingdirectly upon the vacuum-cylinders or elastic vessels 6, connected tothe brake-levers 7, and this automatica'l action being obtained by aidof a single apparatus placed upon the locomotive.

I claim- 1. In a vacuum-brake for railway-carriages in combination withthe air-ejector, the actuating-lever of the said air-ejector,tl1ebrakepipe and the elastic vessels connected therewith, a Vacuumcylinderplaced upon the locomotive, two vacuum-chambers in said cylinder, apiston separating said chambers, a rod connected to said piston, atransmitting device connecting the said rod with the actuating-lever ofthe air ejector, two pipes connecting each chamber of the said vacuumcylinder with the brake-pipe, an auxiliary pipe extending the wholelength of the train and connected with the pipe of the lower chamber ofthe vacuum-cylinder, a cock between the said pipe and the brake-pipe, inorder to separate the lower chamber of the vacuum-cylinder and theauxiliary pipe from the brake-pipe, a cock on the brake-pipe in order tocut all communication from this pipe with the air-ejector when the saidejector exhausts the air from the auxiliary pipe and the two chambers ofthe Vacuum-cylinder, a double valve opening in opposite directions onthe pipe connected to the upper chamber of the vacuum-cylinder, springsacting upon the said valves and a key keeping open the upper of thesevalves during the exhaust of the air or both simultaneously forreleasing the brakes substantially as described and for the purpose ofstarting automatically the airejector from each car and applying thebrakes when air is admitted in the auxiliary pipe.

2. In a brake mechanism of railway-carriages, in combination, avacuum-cylinder, two chambers in said cylinder, a piston sep aratingsaid chambers, a rod connected to said piston and provided with aspring, a transmitting device connected to the rod of the piston, meansfor actuating the brakes by aid of said transmitting device, brake-pipesextending the length of train, auxiliary pipes connecting said pipeswith the two chambers of the vacuum-cylinder, a tube pro vided with twovalves opening in opposite directions, springs acting upon said valvesand a key keeping open either of the said valves or both of themsimultaneously, substantially as described.

In witness whereof I have hereunto set my hand in presence of twowitnesses.

I ANDRE KHOLODKOVSKY. Witnesses:

.P. W. FLAHERTY,

THOMAS E. HEENAN.

